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Showing content with the highest reputation since 12/20/2017 in all areas

  1. 16 points
    Let's come back to the real world instead of judging a person's appearance as a reflection of his/her intelligence. Prince Andrew, the head, and the head of NYCT are, by themselves, not competent enough to do jack to improve the transit system. Many years ago I had a few conversations with David Gunn who was the head of transit back then. Over a period of 3 or 4 months we conversed by the Grand Central Shuttle dispatcher's office. I remember the first time we spoke. He introduced me to a group of Asian folk he was guiding around and he called me a C/R. I politely corrected him and pointed to a C/R who was standing nearby. He then called me a T/O and his group smiled in agreement. The assistant dispatcher, who was standing there bowed his head and walked away as I shook my head. He took the shuttle to TSQ and returned about an hour later, alone. He explained to me that he was relatively new to NYCTA, especially the different divisions and departments. He was also humble enough, or maybe just being polite, to ask myself and a few other hourlies about our jobs and what he could do to improve things. We invited him into the crew room and he immediately started to sweat. The senior C/R present told him that the office/crew room lacked A/C. It was pointed out that there was no air flow in the area with the only airflow coming from a staircase leading up to Madison Avenue. The cleaner who was present explained about his difficulty getting supplies from GC Tower, the main RTO office, and the shuttle platforms. He said he would take care of what he could. Lo and behold, the next morning cinderblocks were removed from the shuttle office and a brand new A/C unit was delivered and installed. When he came by a few days later we thanked him. He pulled me to the side and whispered in my ear " you're a M/M aren't you.?" From that day forward he'd tell me that he had the title but he learned from the little people whom he spoke to. That's what most big-wigs I encountered in transit and other places fail to do in my work experience. Believe it or not after M.r Gunn had the A/C unit installed the very next morning the /Shuttle Supt. cursed out the assistant dispatcher for having it installed without his permission. When Mr. Gunn, the TA President mind you, heard what happened the Supt. was transferred to Coney Island-Stillwell that same day. I'm making this long post to point out that no one person can turn an organization this size around alone. The big Kahuna is only as good as his underlings. Luckily, when I met Mr. Gunn there were still a few Trainmasters in the system who knew the ins and outs better than the new folks who carried the superintendent title. Mr. Byford's tenure will be judged by who has his ear, IMO. I hope he succeeds in surrounding himself with the right people. Just my opinion though. Carry on.
  2. 16 points
    Here's some recent pictures of random trains that I've taken over the past couple of weeks. 2018-01-13 07.59.14 1 by MTA Bus, on Flickr 2018-01-13 08.32.16 1 by MTA Bus, on Flickr 2018-01-13 04.41.59 1 by MTA Bus, on Flickr 2018-01-13 10.57.41 1 by MTA Bus, on Flickr 2018-01-13 04.30.02 1 by MTA Bus, on Flickr 2018-01-05 12.06.10 1 by MTA Bus, on Flickr 2018-01-05 04.40.43 1 by MTA Bus, on Flickr 2018-01-06 11.08.44 1 by MTA Bus, on Flickr 2017-12-27 02.48.58 1 by MTA Bus, on Flickr 2017-12-10 08.39.12 1 by MTA Bus, on Flickr 2017-12-12 06.22.04 1 by MTA Bus, on Flickr 2017-12-12 06.40.36 1 by MTA Bus, on Flickr 2017-12-09 05.08.37 1 by MTA Bus, on Flickr 2018-01-05 04.06.36 1 by MTA Bus, on Flickr 2017-12-07 06.09.43 1 by MTA Bus, on Flickr 2017-11-27 11.16.11 1 by MTA Bus, on Flickr 2017-11-29 05.38.35 1 by MTA Bus, on Flickr 2017-11-25 07.07.13 1 by MTA Bus, on Flickr 2017-11-29 04.45.52 1 by MTA Bus, on Flickr 2017-11-16 04.44.03 1 by MTA Bus, on Flickr
  3. 16 points
    Contrary to unsubstantiated rumors otherwise, the R179s have passed their 30-day test!
  4. 14 points
    First of all let me wish a happy holiday season to everyone. Hanukah, Christmas, Kwanzaa, New Years and birthday folks and whatever else you wish to celebrate. While exchanging greetings with my rabbi, other mentors, and fellow retirees I asked them to peruse these forums and get back to me with their thoughts. In general the replies I received were positive but, in the subway forums in particular, it seems that some basic understanding is lacking by some posters. You've got to realize that the majority of these people I correspond with had positions of influence in the RTO, Operations and Planning, and Car Equipment departments and still have contacts and wield some influence in what goes on in the subways. Management types if you will. That's one of the reasons I try to refrain from posting in some threads because much of what gets debated is personal opinion and not based in facts or history as it pertains to NYC subway procedure. The number one question that I was told to ask, in general, is does anyone beside RTO employees know why timers were installed in locations that didn't have them many years ago ? The other part of that question is how many posters realize why the equipment was modified (slowed down) in the first place? Look at the big picture and realize what event caused the to be mandated by a higher authority to make major adjustments in how they operated the subways. When my mentors and then I came aboard there was no such thing as a wheel detector. Simply put the does not install costly pieces of infrastructure unless they have to. That's the reason why the interlocking at Freeman St on the IRT wasn't replaced when the new signals were installed on that portion of the WPR line. For those who ride the express in the Fulton Street corridor and complain about the timers around Nostrand Avenue or Utica Avenue for example as soon as I heard those locations mentioned I instantly knew the reasoning behind it. One person in particular reminded me what he told his school car students years ago. Just because your daddy's car has a speedometer that goes up to 120 mph does not mean you're supposed to go that fast. That's why there are traffic signals on the streets. It all boils down to safety. School Car 101. The other two points that they brought up pertain to subway expansion and car assignments. To them subway expansion is necessary, especially in the outer boroughs, but these gentlemen ( and one lady ) all agree that even if new lines are built there has to be another line in Manhattan, especially because you really can't tie the new lines in with some existing locations because of capacity issues. Since any new subway lines must be built to B division specs you would be wasting money connecting to the QBL, for example. In their analysis all the CBTC in the world won't help by itself. Terminal capacity has to be increased and new yards must be built yet no politicians or posters mention this. Their take on this I happen to agree with. BTW if you can't maintain the existing plant ( infrastructure ) what makes anyone believe any new line is going to be well maintained ? Dream on. Point two concerns car equipment. This comes from all of my mentors, encompassing all three departments I mentioned earlier. These folks have been in NYCT since the mid 1960's, supervisory folks since the early 1980's, and one who is my best friend and was a CED supervisor in Coney Island Yard. I've only known him for 57 years and I trust his opinion and sources. As they point out to me a politician may come up with an idea and pass it on to the chair and board. Operations and Planning will try to come up with a service plan. Meanwhile the fleet manufacturer and CED spec it out. CED does the testing w/ the builder. Assuming everything passes the testing CED accepts the fleet and determines where it's based. RTO has little or no say in the matter. We are taught and operate whatever equipment we are given. One of my mentors said that he saw a post where people were going to be re-trained on the R46. That's incorrect according to him unless the R46 has undergone some type of modification. He can operate an R46 today he said and he was originally an IRT motor instructor before he went to school car and learned 44's and 46's. I've tried to get two of them to sign up for accounts to no avail.Some of them happen to think that some posters are focusing too much on rumors and speculation and overlooking the track record of NYCT which almost never deviates from the norm. From my mentors and I though we want all of you to keep up the posting. It's not always informative but it's always entertaining. There is one poster out here who my mentors think is " way out there" with his routing proposals that they think are amusing but totally unrealistic. He shall remain nameless, lol. Carry on.
  5. 14 points
    That’s not actually how the 30 day test works. The clock is only reset if the failure review board (made up of representatives from both NYCT and Bombardier) deem that a purported failure is serious enough to warrant resetting the clock. Not all failures result in a clock reset. Furthermore, a second consist of R179s is currently burn testing on the J line as I type this, cars 3066-69+3090-93 - production cars.
  6. 13 points
    All this pointless bickering and debating aside, 3096 & 3097 are being delivered tonight.
  7. 13 points
    I step away for a few days and everything goes to the dogs. I originally left this thread open despite the back and forth mainly to consolidate the car assignments proposals into one thread. I see that was a mistake. Thread locked. Do not clutter any other threads with this inane chatter. Lance
  8. 12 points
    As a fellow overweight slob (you would call me one), I find your remarks despicable and hateful. The weight of a person has no effect on how good or bad his job performance is. When you see a person in a wheelchair or walking with a cane, do you call them a cripple? When you come across a deaf person, do you call him a dumb mute? When you see a person whose ears stick out, do you call him Dumbo? You seem to think Prendergast would be in shape (according to your standards) if he took the subway running up the stairs and sweating on the platforms in the summer.
  9. 12 points
    You sound like an idiot--and also a particularly nasty and vindictive person--when you refer to a qualified professional with decades under his belt working for Transit in these demeaning and dehumanizing terms. It reveals ignorance, but also a particularly ugly spirit. It debases the entire conversation and makes all of us just that little bit dumber for reading. In the future, it would be helpful to evaluate based on competence, not figure.
  10. 12 points
    Not to defend Prenderghast's performance as chairman since it was under his tenure that subway delays have grown significantly, but I'd hardly consider somebody's weight or what they wear as indicators of how they'll handle the subway. I don't care if he looks like Don Draper or a bum; as long as he's able to fix the ailing system, everything else is just noise.
  11. 12 points
    The R46 , while implemented very quickly and on short notice, was initially planned months beforehand. I'm curious as to where you heard that. The swapping of R160s to Jamaica won't start until more R179s start arriving. 1: That's a possibility. All I can say about that at the moment. 2: I am very familiar with operations at 207th St, and I can tell you that full 480 foot trains are rarely put into 207 barn as it is already. Having 600 foot trains there doesn't really pose any significant problems. I'm unsure what "insiders" said that this swap was supposed to occur 6 weeks ago, but this amorphous group of them doesn't include me! This swap is planned to only occur once sufficient R179s enter service. Of course, things are subject to change. There seems to be some sort of game of telephone ongoing in which information is being skewed as it is passed from person to person. 1: Well on behalf of myself and all other NYCT workers, I am truly sorry for trying to be friendly and talking about what I know about this incredibly interesting system. Sorry about that.. 2: R46s are not "banned" from the Brighton Line at all anymore. This "ban" is a rumor that has no basis in fact that keeps getting repeated over and over again for no reason. 3: R160s are indeed being retrofitted for QBL CBTC. As they cycle through the Coney Island Shop, they're being retrofitted with CBTC equipment. Take a close look at the undercar equipment of Coney Island and Jamaica's R160s next time you get a chance, you'll see OSMES cables and transponder interrogators on the trucks. 4: Flushing CBTC isn't ready yet, but notice that the R188 fleet was in place, with the R142A/R62A swap mostly completed by 2016, a whole two years before full CBTC cutover. A similar scenerio occurred with the R143 cars. The same can occur with the R160s and R46s. 5: You probably lost more travel time avoiding R44s than however much time you saved from not riding them in case one you rode broke down. The marginal benefits of "avoiding the R44s at all costs" were definitely less than the marginal costs. No plans to retire the R42s yet until after Canarsie. Overall fleet requirements will increase during the shutdown. The will be entirely NTT for the shutdown. The doesn't regularly use gap trains. There are very few instances, especially in the B division, where gap trains are regularly scheduled. It's not just up to car equipment. Ops Planning, Service Delivery (RTO) and Senior NYCT management also have a say in this. The whims of one department do not outweigh the overall needs and requirements of the system. If car equipment has an issue, reasonable accommodation is made to meet their concerns. For example, car equipment wanted to assign the R62As from the to the . There were other operational issues with that, and car equipment's desires were overruled, and the R62As went to the . Also, decisions don't just happen in a vacuum. People talk to each other. I have an especially detailed understanding about what car equipment thinks about all of this. While you've been on-point so far, this doesn't seem right. All B division crews are qualified on R46 equipment. However, I'm sure line supervision will ensure that the changeover to R46s on other lines will be smooth, just like they did for the C line. Whew, that was a long post. Should clear a couple things up. There's so much more I'd love to say but I can't really. I still did my best to be as objective and pragmatic as possible. And to that one person who really enjoys upvoting everything that even slightly disagrees with what I say, I'm not going to name you, but your irrational and obsessive hatred of me is quite concerning. Karma doesn't take kindly to that sort of thing. I'm aware that others have also called you out on this. Spend less effort hating other people and spend more effort focusing on your own personal growth. It's not worth the effort. And if it really is worth the effort to you, I encourage you to message me personally so things can be worked out maturely instead of passive-aggressively on an internet forum. You're a grown adult now, please act like it. Thanks!
  12. 12 points
    Dude, R46's have been making regular runs on Brighton since November... Obviously you're bullshitting...
  13. 11 points
    As you're aware, the Canarsie car fleet speculation thread has been closed due to the sheer nonsense that permeated the last few pages. If any of you think you'll be able to carry that conversation over here, let me remove that belief right away. We are not going to have threads become cluttered with everyone's predictions of where the cars will go once X car class is delivered or Y service change occurs. At the end of the day, the cars will go to where the MTA believes they will be most beneficial, regardless of what was heard from train crews, insiders or your brother's cousin's nephew. Arguing on who's going to be wrong or right is quite frankly, downright silly since the MTA is wont to change their minds on these things almost at random. Enjoy the fact that your favorite (or not so favorite) cars are still running despite all odds. Also, if you're so invested in where the trains are operating, maybe it's time to step away for a bit. Even on this forum, being right about such trivial things as the car assignments should not rule your life. I'd say go outside and enjoy the weather, but it's ten degrees again, so maybe not. Just, don't put so much energy into something that doesn't really matter.
  14. 11 points
    My uncle sent me this photo yesterday morning. Says he found it underneath the 61st St-Woodside station.
  15. 11 points
    https://www.nytimes.com/2017/12/28/nyregion/new-york-subway-construction-costs.html Quite the good read.
  16. 10 points
    Some of you guys are taking this a little too serious. Y'all need some weed or sex or something. Just chill the hell out.
  17. 10 points
  18. 10 points
    So let's look at some of the nonsense that has gone on recently. The city proposed a local bus route from Red Hook through the Battery Tunnel but the MTA never implemented it presumably because they didn't believe there is enough demand. So Cuomo proposes a subway. The MTA discontinues the M42 branch to the Javits Center because of light usage. So the City extends the Number 7 to do the same thing. Travel time from Midtown to LaGuardia needs to be shortened from the current 45 minutes so Cuomo comes up with a LGA extension that takes even longer. They will spend $5 million to study the Utica Avenue extension that never will be built because some consultant is owed a favor. Now most likely the same thing will happen with his Red Hook idea and waste more money on studies. Meanwhile he criticizes the subway for having 80 year old signals while diverting MTA funds that are needed to fix the signals. You talk about rectifying the existing problems. So did the New York Times in an excellent three part series that most recently explained the high construction costs and pretty much blamed all the politicians for all the MTA problems as well as the MTA itself. Yet I haven't seen any comments from a single politician about that series. Rather than commending the Times and promising things will change, they just continue to ignore the problems and propose flashy proposals to make themselves look good. So I guess the question is will the Times series change anything. So far it seems business as usual.
  19. 10 points
    EXACTLY!!!!!! I had a situation where i hit a Homeball at Franklin Juction going South! i was a (5). I left Franklin on a yellow and I'm moving at less that 10Mph because im about to stop, but it cleared. Same followed for the next signal. The following signal was Red over Red and i braked with more than time and space and the brake kicked in with a serious delay and i Hit the Home ball. You know they treated me like a criminal, but i demanded to see the recording from the train. and when the report came back, come to fine out the train been having all types of problems for almost 3 years and they kept burying the train in the conductors position! smh
  20. 10 points
    Not necessarily actually! Unless plans change, they’ll be around for the Canarsie shutdown. Overall car requirements will increase during the shutdown I’m very well acquainted with the actual car assignment plans being worked on jointly by Ops Planning and Car Equipment - I’m somewhat involved in the process. I can’t really talk in detail about them publicly yet. They are indeed “Serious business” lol
  21. 9 points
    Let's get back to Andy Byford the current New York City Transit President using the subway to get to work or this topic will be locked.
  22. 9 points
    Cause everyone wants that RARE EXCLUSIVE stuff. We're not regular people, we're transit buffs.
  23. 9 points
    Well, I’m going to step away from the Transit Forums for a little while. I thought Lance did a good job pulling the reigns in when he closed that “Lounge” and the Canarsie thread, which was being a hostile digest from every perspective, and now a thread talking about a new train (which just had it’s first production set enter service) is swamped with theories on R32’s moving around, again. To make matters worse, Fiorello N Train, who apologized on “behalf” of the forums for the mockery yesterday, says, “well, I see we are talking about this, so let me take back my apology and throw in my two cents again”. There is some truly fantastic content here by some brilliant minds, young and old, but this is getting out of control, and I don’t want waste time reading this anymore.
  24. 9 points
    Unless you really hate your liver, I would not recommend this course of action. You'll be dead before the end of the day.
  25. 9 points
    Holy crap, this is stupid. If you were trying to make a point, you failed miserably.
  26. 9 points
    Just calm down guys. No one should ask why anyone is getting anything the way this fleet is current set up. 5444 had 4 different official assignments before going back to Quill. 80% of the XD60's for example are not where they belong. As I stated before MTA is in the process of making long term fleet plans and we have more that 2,000 buses that will be delivered over the next few years. CS was originally going to get Novas. However, the decision to pull all the Orion V's from service changed things up. They decided to which them from a Nova depot to a New Flyer depot. JA only needs to replace 66 RTS'. The 11 hybrids can wait for now. Don't count on these assignments untill you see something formal posted for the whole fleet. 7484's assignment is temporary as of right now. Flatbush is still supposed to be first in line, and Jamaica is still supposed to go all LFS. However, things do change and as I stated now 3 times, as long as orders keep going 60/40 NFI/Nova things are bound to overlap eventually. Not only that, Brooklyn isn't in dire need of buses at the moment. So these could be loaned to anyone or reassigned. Either way, FB will get some. There are 367 to play with. When the buses are assigned, you guys will know.
  27. 9 points
    Eric B described exactly how timers are supposed to work. Of course that's the theory but in practice things don't always work as designed. The NTT's do have event recorders which can help or hurt a T/O in certain situations. Suppose a section of track has a time posted 20 before the signal. Let's say the T/O slows down to 15 and the signal does not clear and the train is tripped and goes B.I.E.. After an investigation it's determined that the T/O approached the signal at the proper speed before the emergency brakes were activated. I'd bet that at least 98% of your fellow posters would absolve the T/O of any wrongdoing. I'd also bet that SubwayGuy, RTOman, Shondrae, and a few others know what I'm going to say next. On old time SMEE equipment, if the consist wasn't moved, one could measure the distance from the trip arm to where the train finally stopped. I, personally, wouldn't come down on the T/O but during the course of any investigation someone from supervision will point out that the T/O did not have his/her train under control which caused the emergency brake application. I've seen timed sections on the IRT posted for 20 where the signal cleared at less than 10 mph. I've seen a train of school car students on a train operated by their instructor hit that same signal hours after two road trains hit that signal before the signal maintainers and a road TSS actually came onsite to investigate. It's gonna come down to which department, RTO or Signals, is scheduled to take the blame. Sometimes it doesn't boil down to right or wrong in transit. I know it wasn't fair back then to put an incident in some innocent person's file but that's the way it happened sometimes. I've seen a signal clear( green) and two seconds later go back to danger (red). The saying was "you hit it you bought it". Maybe things have changed for the better. I don't know the answer in 2017-18. Maybe some active RTO folks can clear it up for us. Just my experience talking. Carry on.
  28. 8 points
    While allotments are not available, the following Depots are scheduled for batches of the 7484-7850 batch of XDs... JAMAICA, QUILL, GRAND AV, FRESH POND, ULMER PARK, FLATBUSH AND EAST NEW YORK.
  29. 8 points
    This thread is going to be the death of this forum... *sigh*
  30. 8 points
    The capital program oversight committee meeting is next week and there will be an update on the R179, so we'll find out then. But you don't really have to keep asking for news. The second news breaks (on any topic really) it'll be posted here.
  31. 8 points
    Cuomo really wants to be president, doesn't he? Of course, he'd get more support if he actually did something useful, like rectify the existing problems with the current subway infrastructure. I mean, who cares that subway delays have grown exponentially over the years and on time performance has dropped like a rock. The subway to Red Hook is a must. Also, I guess actual areas where transit is insufficient, like swaths of Eastern Queens, along with the Third Ave and Utica Ave corridors in the Bronx and Brooklyn don't matter as long as the up and coming Red Hook gets first dibs on an expansion. I'm all for subway expansion, but Red Hook falls so far down the list of useful expansion projects, it's not even on the first page. Something like this, which is obviously meant to spur development in the area, should be paid for primarily by private investors and not the cash-strapped MTA. Either that or the agency should see a chunk of the subsequent revenue from the planned developments. On the subject of which line would be extended under this resurrected proposal, there are a few options. The South Ferry branch of 7th Avenue seems most likely because it would not be impacted by an existing East River tunnel that would potentially siphon trains from a Brooklyn line like Broadway or 8th Avenue. Lower Jamaica is also an option with the two inner tail tracks that don't lead to the Montague tunnels. Of course, that option is not as sweet since Jamaica is only a Lower Manhattan line before curving east towards Brooklyn. I can't say which would be chosen, but right off the bat we can probably eliminate an extension of the 2nd Avenue line. That is unless we want to wait another hundred years for the line to be extended beyond 63rd Street.
  32. 8 points
    Seems like nothing has really changed in the past seven years or so. Even though you or I can explain it until we’re blue in the face some armchair T/Os will complain about train speeds in timed areas. When a T/O gets time in the street or demoted for hitting a signal not one of them will understand what happened. I’m amazed that so many people utilizing technology and electronics to post seem to believe that technology is infallible and that the T/O , C/R , or B/O is automatically at fault. When the ATS system was introduced in the IRT , along with the NTT, I complained daily that the new system was making me 8 minutes late between Dyre and Bowling Green. Every day. Someone who knew me who worked at RCC took my side. Every day I gave radio checks at Gun Hill , Morris Park, Tremont, Simpson, and Jackson. Every thing was timed and recorded. Train on time entering the loop at Mott . ATS system takes over and I’m five minutes late at 125th St. BTW a TSS and a Supt. have been in my cab since East 180th. Reach the junction south of Franklin and the million dollar ATS system says that I’m a train to Utica instead of a to the ‘ Bush. I get a lineup for Utica instead of Flatbush. A human dispatcher and tower operator take charge and a proper lineup is established. Every day we’re told to announce the usual. President Street, Church Avenue, and Flatbush. Think about what I’m saying to our fellow posters. Timers, interlockings, radio checks, supervisors, and the computerized ATS system , 5 days a week it failed me, my C/R, and our regular riders. Yet you and I know that if I relied solely on the signal system suspension, demotion and termination were the only clear signals down that route.Things got so bad that my rabbi, an Operations and Planning Supt. wrote a work program for us that the line superintendent and his deputies didn’t have any understanding of for almost two months. Imagine a job where we signed in and our closest dispatcher was either 3 stops away , 2 stops away ( in another borough) or 2 blocks away in another division. I used to jokingly tell people at RCC that I trusted them even less than I trusted the signal system. Today when I read posts about T/Os slowly traversing areas with timers and/or interlockings I understand and sympathize with them. Nobody wants to lose money or their livelihood because a railfan thinks Lightning McQueen is up front. Just my take. Carry on.
  33. 8 points
    In most cases, it is working as I described, but the issue is whether the posted speed matches what it's actually calibrated for. In many cases, it seems to be set to clear when it's under you at the right speed, but of course, that leaves no margin for error (And is thus called "challenging" the signal), so what they teach is to let it clear ahead of you, and have enough space to stop if it doesn't. Usually, about five mph under will be enough for it to clear safely ahead, for two-shot timers, and then you watch the stop arm, which starts to go down first, which buys you a couple more seconds. (One-shots, it's safer to just begin braking, like you're preparing to stop, and then whenever it clears, all well in good). A timer going back to danger is always a malfunction. Usually, when the signal maintainers come to look at it, they'll find the problem (usually a "track circuit", and then the T/O will be entirely cleared.
  34. 8 points
    The failure review board reviewed the details on what happened. Based on the nature of the issue, it was decided that the clock would not be reset upon resumption of testing on the 6th. Hence the train has completed its 30 day test. Notice that the delivery and testing of production cars is already underway.
  35. 8 points
    Just curious how many of y'all commenting ride the subway OFTEN after say 2200 hrs?
  36. 8 points
    If there are talks like this going on, they're probably confidential. So anyone who even knows would not be allowed to confirm or deny due to NDA agreements. Just wait for the documentation to come out, if there will be any.
  37. 8 points
    He always says "It's not 100% and it can change", but when he gets his sources he dickrides them to the very end. He's been burned like that in the past. "It's not 100% and this can change" is absolutely true. Everyone knows it. But I'd rather listen to a trusted source that works in Car Assignments (and thus is much closer to official info) telling me that. Then you have Bill saying foamers want the R32s on the because it's what they want to hear, which is BS. ...I want them on the . But seriously, it's an irrelevant objection. Every foamer would like to see those old tin cans on their favorite line. Then you have Daniel upvoting every single one of their posts because he doesn't like a certain someone.
  38. 8 points
    Cause that's how discussion works... lol. Conversation ongoing? But Flushing is done, so we can lock the thread.
  39. 7 points
    Well enjoy. 1/2/2018 1/3/2018 1/4/2018. Rerouted 1/10/2018 And No Pants Subway Stuff aniel's World
  40. 7 points
    Mmmmath time!!! In 2016, JFK served 58.9 million passengers, of which 77.6%, or 45.7 million, began or their trips at the airport. Of those, 58.4% began their trips in manhattan. That’s 26.7 million passengers a year — not a quantity to laugh at. Divided evenly out across a year (which is not at all how travel patterns work, but it’s the best we’ve got), we have 73,130 people a day. So let’s assume we have about 100,000 people going to the airport on weekdays from Manhattan. If every last person going from Manhattan to JFK took your SAS RBB service to the airport, with all their bags, paraphanalia, and weird flight times, you’d have 1/12th the ridership of the Lex. Given that such a scenario where everyone takes the train to the plane is, frankly, unrealistic (especially given that you’d still have to xfer to the airtrain), is this really a good use of money? Yes? No? Let’s delve deeper. Airtrain captured 16% of all O&D passengers in 2016. Even if the RBB magically doubled that share to 32%, and then took exactly a third of the resulting public transit users from Manhattan to the airport, you’re looking at only 10,667 people per day. And would it even get a third? From Lexington 53 to Terminal 1 via the to the Airtrain is 48 minutes. Assuming RBB trains via Bypass move about as fast as QB expresses, and then move at 20mph over the branch to Howard Beach (~3.8 mi), we’re looking at a trip time from 53rd st and Second Avenue to Howard Beach of 34 minutes. Airtrain from Howard Beach to JFK T1 takes 18 minutes, for a total trip time of 52 minutes — 4 slower than the . So why, dear god, why, is this so often proposed as an airport link? It would not attract passengers even from existing public transit options, let alone from the roads... Finally, let’s look at some other ways to spend the $$$. In 2015, 63,617 people commuted from the third avenue corridor in the Bronx to Manhattan and Brooklyn. Those people suffered through average commutes averaging 43 minutes, and had a median household income of just 25,500 dollars. Why don’t we save their a$$es before we cater to some folks who want to save negative 4 minutes getting to the airport via a new line surrounded with more parkland than houses. This is not pragmatism. This is foamer insanity. Dont believe any of my numbers? Here: https://onthemap.ces.census.gov/ https://www.panynj.gov/airports/pdf-traffic/ATR2016.pdf https://www.socialexplorer.com/ Chew on this for a while.
  41. 7 points
    Agreed. Also, can you all please stop arguing over who has the best opinion whenever anyone credible brings something to the table with more weight than your fantasy?
  42. 7 points
    I was waiting for the train at Rockaway Parkway during that storm last week and thought this pic was cool, its looks an abandoned train in a post apocalyptic world
  43. 7 points
    Capacity in the tunnels isn't an issue. Remember that GCT was once the nexus of not only a commuter network larger than today's, but also a truly expansive set of long distance trains -- all of which entered and left the terminal via those tunnels. The ~30 tph run by MNR through the tunnels today is child's play -- you can easily have trains stop without causing any issues. Note that such an operational scheme is done by the LIRR (also on a busy, 4 track main) through Queens at Woodside, Forest Hills, and Kew Gardens with no issues. That said, for this to be truly effective, the junction at 149 will have to be rebuilt. IIRC Hudson line trains can only use the westernmost 3 tracks because of the junctions config. For the same reason, the vast majority of trains that would pass the northbound platform at the abandoned 86th street station would be n/b Hudson Line trains. Unless you're OK with infrequent service (and an inbalence in train origin/destination) with more train merging, you'd either have to reconfigure the abandoned platforms to serve all tracks, or reconfigure the interlocking at 149 to better distribute trains. I'd say grade separate it, but that'd be next to impossible without messing up all the overpasses in the area (sinking the lines would be even more difficult -- water table issues + crossing over IRT WPR at 149). I would also suggest reconfiguring the entire thing so that Hudson gets the western 2 tracks, and Harlem/NH gets the eastern 2, but that's giving the most track cap to the least busy line... In short this is a bit of a Gordian knot. In terms of waiting for people to get off, that isn't an issue. Commuters who currently travel to, say, forest hills, know to be in the first or last few cars so they are ready at the platform. Conductors also tell people where they should be on the train so they don't miss the platform. Put differently, I've never heard of an MNR (or LIRR) train having to wait/holding for people to walk up to the correct cars. Yes. Absolutely. Especially if that Freedom Ticket thing goes through. Even the Bronx service increases MNR has been testing lately have been wildly successful. Get a shrink. Both of you.
  44. 7 points
    Actually, the station at 86th Street closed well before the Lexington Ave line was built. In fact, it predates the original IRT subway by about a year. Also, the station closed in part due to a shift of ridership from the NY Central Railroad to the elevated lines, possibly because the service run by Central was duplicated by the Third Ave elevated and probably cost less for riders. That's actually what probably killed all of the intermediate stations between Grand Central and 125th Street. As for the rest of your comments, I'm noticing a theme here in regards to this, which is you have a tendency to speak for everyone involved in such changes when in reality you simply cannot. First off, let's look at your belief that people would be willing to pay more for Metro-North service in the Upper East Side. Since I highly doubt this proposed 86th Street would be under its own fare tier, that means prices for all trips into Manhattan would have to go up. With the prices of monthly tickets at or above $250 for most riders, that would be a hard sell for many riders, most of which will see no benefit of the UES station because their destinations would still be Grand Central. Also, as has been mentioned in previous comments, Metro-North does not serve just the city of New York. Even if service to the proposed 86th Street station ran on 30-60 minute intervals, it will still slow down the line at the busiest point, especially in the rush hour. For people with trips of an hour or more, this would be a complete disservice simply to make a few riders' trips a little more convenient. After all, the whole point of mass transit is to serve the masses. I'm sorry to say, a few people travelling from Riverdale to the Upper East Side do not count as masses. To answer your question, in order to solve this problem, we have to address the elephant in the room, which is the deteriorating infrastructure. Instead of shifting the problem from the subway to Metro-North, the MTA needs to upgrade the signals and structures so that more trains can run on the and lines and add more trains to allow more riders to actually use the trains.
  45. 7 points
    I remember all that. The old SubTalk message board on NYC Subway Resources was constantly buzzing over the R142 and R142A teething troubles back then. Plenty of posters cheering every time R142 deliveries got delayed or whenever R142s or R142As got pulled out of service (oh, those crazy foamers!).
  46. 7 points
  47. 7 points
    great, So V train will now stop asking about it every five minutes...
  48. 7 points
    Until I see that in writing, I'm going to take that with a large grain of salt. Something of that magnitude would likely be in the minutes for the various MTA meetings.
  49. 7 points
    I'm pretty sure we are all fully aware that these nearly 2 decade old buses annoy you and many others lol. Relax my man. They make up less than 10% of the fleet systemwide. And contrary to popular belief, they are loved much more than they are hated. And I guess I just have good luck. I haven't had one with bad AC in at least 4 years, and I ride them much more ofther than the average passenger. Quill is getting plenty of new buses in the not too distant future. Just give it some time. MV is the only Depot confirmation as of right now. 210 standard hybrids (10 test pilots included), 10 articulated hybrids, and 5 articulated electric buses are all on the immediate horizon. Speculation is surrounding EN, MV, MQ, and QV for standard hybrids, with MQ, and maybe EN, MC, or OH for artics. I would also imagine the electric artics would go to a Manhattan crosstown route as previously mentioned. In 3 years 50 electric buses will be delivered, and and an order for addition artic hybrids would likely go in. Word is 1000-1015 could possibly be XDE60's, XE60 or other such as BYD or Nova, and 1 alternative energy bus such as an XHE60 hydrogen-electric hybrid. As of now Proterra does not have an Electric artic offering, but several agencies are pushing for them to develop one in the near future. BYD and NFI offer them, but none have ended service with any agencies in North America. The first production XE60's are planned for delivery to Boston's MBTA in 2018.
  50. 7 points
    How is it that every discussion on this site turns into an ad-hominemy food fight....


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